Starting apparatus for internal-combustion engines.



N. A. CHH'ISTENSEN. STARTING APPARATUS Foa INTERNAL camusmm ENGxrAEs.

APPLICATION FILED HOV. ZIBIZ.

Patented; Jan. l", 12H8.

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N. IA'. C FiSTENSiAL STARTING APPARATUS AOA IAHERNAL comuezmm Mmmm, APPLXCATION FILED MPV- 25, IGME.

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'MIELE A. GHRXSTENSEN, OF MLWAUKLEE, WISCONSN'.

`S ABTING APPARATUS FR INTERNALCOMBUSTON ENGINES.

pecication of Letters Patent.

Patenten aan. as, rara.

Application tiled November 25, 1912. Serial No. 733,320.

To all 'whom t may concern:

Be it known that l, Ninna A. CHn'Is'rnN- smv, a subject of the Kingdom of Denmark,

residing at Milwaukee, in the county of Milwaukee and State of Viisconsin,l have -invented certainnew and useful Improvements in Starting Apparatus for internal- Combustion Engines, of which the following is a specification, reference being had to the accompanying drawing, forming a part thereof.

This invention relates more particularly to.means for generating current tor the ignition of the explosive charges in connection with starting apparatus having a dual system of ignition.

Its main objects are to dispense with batteries and to avoid the trouble, uncertainty and annoyance incident to their use in such apparatus, and generally to improve the construction and operation of apparatus of this class.

It consists in the construct*` a, arrangement and combination of parts as hereinafter particularly described and defined in the appended claims.

'In the accompanying drawing like characters designate the same parts in the several figures.

Figure 1 is a diagrammatic view of start-- ing apparatus embodying the invention;

Fig. 2 is an enlarged end elevation and sec- -tion on the line 2 2, F ig. 1, of the starting magneto and niotor; and Fig. 3 isa diagram showing the several positions of the drivers valve which controls the operation of' the starting apparatus.

Alitef'erringrz; to lig. 1, the apparatus comprises in its preferred embodiment, a reservoir 1 for compressed air or other starting Huid, a carbureter 2, vdistributing valve mechanism 3, a compressor 4, a gasolene tank 5 connected with the carburetor 2, and a drivers valve 6, for supplying the engine with an uninterrupted series of successive compressed and carbureted charges of fluid during the normal Afiring strokes only of the engine piston or pistons. The apparatus also includes a dual system of ignition, and comprises a main magneto 7, actuated by the engine, a starting magneto 8. operative independently of the engine, a fiuid pressure motor 9, for actuating the magneto 8, an induction coil and-switch 10, and a timer or circuit interrupter 11 and and a distribiiter 12 associated' with the main 'magneto 7.

The engine, of which only portions of the cylinders are shown, is provided with spark plugs 13 both for starting and the normal operation of the engine.

The reservoir 1H is connected by a pipe 14 with the drivers valve 6, which in turn is connected by a pipe 15 with the inlet of the motor 9. |The outlet ofthe motor is connected by a pipe 16 with the carbureter 2, from which the compressed carbureted air is delivered to the distributing valve 3. The distributing valve 3 is .connected by pipes 17 -with engine through check valves'l8, which close outwardly from the cylinders. f

The compressor i 1s connected by a discharge pipe 19 with the drivers valve 6, andl the gasolene tank 5 4is connected by a pipe 2O with the carbureter 2. The distributing valve mechanism 3 and the compressor i are actuated byy a shaft or spindle 21, which -is connected with the cam or crank shaft of the engine in an unchanging angular relation thereto, so that an uninterrupted succession of compressed carbureted charges will be delivered by the valve mechanism to the several cylinders of the engine through the pipes 17 and check valves 18 during the..

normal iiring strokes only of the pistons. The drivers' valve 6 or the manually oper- 4ated controlling valve which is mpunted on the dash of an automobile or in some position conveniently accessible to the driver or operator, has an-arm or handle 22 movable v as shown in Fig. 3, into three different positions, a, b and c.

In the middle or neutral position a, the reservoir 1 is cut ofil from communication with both the distributing valve mechanism 3 and the compressor 4. When the handle is turned to position Z), communication is.

established between the reservoir 1 through pipes 14 and 19, with the compressor 4,' which is automatically or manually started if the engine is running,'and then forces air through the pipes 19 and 14. The, compressor is automatically started when compressed Huid is admitted thereto through its discharge pipe 19 by means of a clutch (not shown) which is shifted into position to connect the. crank shaft or movable member of the compressor with the driving spindle mesures 21 by compressed air admitted to a clutch operating piston or member through a branch pipe 23 connected with the pipe 19 and provided with a valve 24. The com presser may also be started manually by a clutch shitting stem or spindle 25.

When the handle 22 is turned from its central position a, to position o, communica tion is established between the reservoir l and the carbure-ter 2 and distributing valve mechanism 3, through the pipes 14 and 15, the magneto motor 9` and the pipe 16. When this connection is inadefthe distributing valve mechanism is automatically started by a fluid pressure operated device (not shown) which connects said mechanism with the spindle 21.

The apparatus thus far described and comprising the carbureter, compressor, distributing valve mechanism and drivers valve for supplying an uninterrupted series of compressed carburete'd charges to the engine on the firing strokes of the pistons, is like or similar in construction and operation to that shown and described in United States Letters Patentissued to me, No. 1,185,874, dated June 6, 1916, and No. 1,211,410, dated January-9, 1917. and in my application Serial No. 805,287, tiled Dec. 8, 1913, and therefore need not be more particularly shown and described. It may however, be modiiied in various ways without affecting the operation of the ignition system hereinafter described, to which the present invention relates, and with which such charging apparatus eoperatcs. l

The starting magneto motor 9, Which is connected in series with the controlling valve- 3 and carbureter 2 bv the pipes 15 and 16; as shown in Fig. 2, comprises a. casing 27, having an inlet passage 28 with which the pipe 15 is connected, and a discharge passage 29, with which the pipe 16 is connected, and a Wheel 30 mounted on or connected with the armature shaft of` the magneto 'and formed or provided around its periphery with a series of obliquely disposed buckets 31. The Wall of the casing surrounding the Wheel 30 lis formed or provided on opposite sides with nozzles and 33, connected with the inlet passage 28 and with each other by a passage 311, and each having ya number of obliquely disposed jets 35 arranged to defliver the compressed starting fluid on its Wav 55 from the reservoir 1, to the carbureter and distributing valve mechanism, into the buck ets 3l of the Wheel 30, and thus rapidly rotate the armature of the magneto 8. Be-

'tween the nozzles 32 and 33 the casing is formed next to the periphery of the v'vheel 30 with curved passages L18, which are connected with each other .by a passage 49, as 4 indicated by dotted lines in Fig. 2, and one of Which communicates with the passage 29. The Wheel 30 has a 'free working fit in the ed as indicated at 36, and the other terminal is connected by a wire with the switch ci the iin'luction coil it @ne termiu nal of the main magneto i i. 'inected by a wire 38 with the switch oi i* f induction coil l0, the primary and secano d' 01"' titi which are grounded at one ated at 39.

A Wire disconnecting the rfi "t distributer l2, conducts eiih: 5 i -twm the main magneto 74 in the norma( Operai-an of the engine or current indi` neto 8 in the secondary n f in starting, to said distril'iutei-, ducts current from the primary the coil 10 to a parli et' the ii circuit brcainfi 11, and the primary circuit ci' rua: when the coil switch is set to connect the magneto 8, coil 1C' ein ter 12 for starting.

The-terx'ninals oi the distributcr 1.2 are connected in the usual manner by' wires i3 with the spark lugs 13,

The magneto is provide-d with a cranlr r, as shown in Fig. i., 'which is geared in any a5 suitable manner (not shown) with the an mature for manually turning it, and generating starting current independently of the motor 9.

The induction coil 1t) has, as usual., a ieu switch operating arm or handle 45, and a push button 16 for closing the circuit through a vibrator. l

In the operation of the apparatus for starting the engine, the reservoir 1 having been charged With air at the requisite pres sure, which may be indicated by gage It?, Fig. 1, the handle ot the valve 6 is turned to position c, as indicated in 3, and the switch arm or handle 4:5 of the induction coil 10 is turned into position to operatively connect the. starting magneto 8, induction coil 10 and `distributer l2 and to ground the primary circuit of the main magneto 7. Compressed air being 'thus admitted to the motor 9, rapidly turns the wheel 30 and the armature of the magneto 8, thereby generating current which, passing through and transformed by the induction coil 10 and subject to the control of the in- 120 terrupter 11 and distributer 12, produces a spark in that cylinder Whose piston is on the firing stroke, and ignites the explosive charge `sinnlltaneously admitted to said cylinder by the distributing valve mechanism,

`as hereinbefere described.

tributing valve mechanism 3 into the engine 13e tenaces cylinders onthe tiring strokes of the pistons, and such charges will be ignited by properly timed sparks produced by current supplied from the starting magneto 8, as above enplained.

After the engine is Well started, the valve handle 22 is turned back to its neutral position a, thereby cutting;rv of the supply of compressed luidfrom the' motor 8, and the distributing valve mechanism 3, and the switch handle of the induction coil 10 is.

turned into position torcutfout the starting magneto 8 and to cut in theinain magneto 7. The engine will then run normally, drawing in and compressing in /tfhe usual manner on the suction and compression strokes of the pistons, charges of "carbureted air or explosive duid which are ignited on the iirin strokes of the pistons by currents supplie from the main magneto 7, While the motor 9 and the distributing valve mechanism 3 of the starting apparatus will remain inactive until they are again brought into service, as above explained.

In place of a magneto, a small dynamo may be used for generating the starting cui' rent and the term magneto as employed in the following claims, is intended to in clude anyl equivalent or suitable ,type of electric' generator.

Various changes in the construction and arrangement of parts of the ignition system as Well as of the fluid charging apparatus may be made Without departing from the principle and scope of the invention.

l claim:

l. ln starting apparatus for internal combustion engines the combination of a reservoir for compressed fluid, a magneto having an actuating connection with the engine for supplying current thereto during its normal operation, a magneto, operative independently of the engine for supplying starting current thereto, means common to both magnetos for timing the delivery to the engine of current generated by either magnetoon the firing strokes of the piston, and an incased fluid pressure motor -operatively connected with the starting' iid lili

titl

magneto and having a duid supply connection With said reservoir and an outlet connection with the engine.

2. ln starting apparatus for internal combustion'engines they combination of a reservoir for storing fluid under pressure, a magneto having an actuating connection with the engine for supplying current thereto during its normal operation, a magneto operative independently ofthe engine for supplying starting current thereto, means common to both magnetos for timing the delivery to the engine of current generated by eithermagneto on the firing strokes of the piston, an incased fluid pressure motor operatively connected with the starting magently of the engine neto and having a valve-controlled fluid sup-` ply connection With saidl reservoir and an outlet connection with the engine, and means for manually operating the starting magneto.

3. ln starting apparatus for internal combustion engines the combination ot a reservoir `for compressed fluid, a distributing valve actuated by the engine and timed to deliver a succession of charges from the reservoir to an engine cylinder on the ring strokes of the piston, a magneto operative independently ot the engine for sup'pl fing starting current thereto, an incased uid pressure motor operatively connected'w'itli said magneto and having a fluid supply con nection with said reservoir and a carbureter connected 'with the engine and with the outlet of the motmor.

d. lnstarting apparatus for internal combustion engines the combination with a reservoir for compressed fluid, a distributing valve actuatedby the engine and timed to deliver a succession of charges from said reservoir to an engine cylinder on the tiring strokes of the piston, means for carbureting the fluid, a magneto operative independ- :t'or supplying starting current thereto,- and an incased tluid pressure motor operatively connected `with the magneto and having a valve controlled fluid supply connection with the reservoir and an outlet connection with the engine.

5. ln starting apparatus for internal combustion engines the combination of a reservoir for compressed duid, a distributing valve actuated by the engine and timed to deliver successive charges of duid from the reservoir to an engine cylinder on the tiring strokes .of the piston, a magneto operative independently of the engine for supplying starting curgent thereto, a duid pressure motor operatively connected with said magneto and connected with the fluid supply pipe leading from the reservoir to the engine, and a drivcrsvalve in said supply pipe controlling the supply oit' starting iuid from said reservoir to the engine and the op eration olf said magneto. v

6. ln starting apparatus for interna combustion engines the combination ot a reservoir for compressed fluid, distributing valve actuated by the engine and timed to deliver successive -charges of fluid from the reservoir, to an engine cylinder on the tiring strokes of'the piston, a carbureter in the connection between the reservoir and en gine, a magneto operative independently of the engine for supplying starting current thereto, an incased fluid pressure motor op- `eratively connected with the magneto and having' fluid supplyand outlet connections with the 'conduit leading from the reservoir through the distributing valve to the engine, and a valve controlling thesupply pt Comliti liti

lili

ita

pressed fluid through the motor and distributing valve to the engine. a

7.111 starting apparatus for internal combustion engines the combination of glv reservoir for compressed iiid, :i distributing valve actuated by the engine and timed to deliver successive charges of fluid from the reservoir to un engine cylinder on the liring strokes of the piston, a magneto operative independeiitly of the engine for supplying starting current thereto, a fluid pressure motor operatively connected with the magneto und having a fluid supply connection with the reservoir, e compressor meme@ having an actuating connection *with the en# gine, and a fluid delivery connection with the reservoir, und a manually o emted valve controlling the supply of Huid vom said reservoir to the distribuivg valve and to the magneto motor and the delivery of fluid from the compressor to lie reservoir.

In witness whereof hereto aiix my signature in presence of two Witnesses.

NIELS A. CHRSTENSEN.

Witnesses:

CIL/is. L. Goss, ALICE E. Goss. 

